Apparatus for assisting steering



Sept. 14, 1937. J, BARR 2,093,184

APPARATUS FOR ASSISTING STEERING Filed Jan. 1o, 1934 5 Sheets-'sheet 1 FIG. 3

John L. Barr Sept. 14, 1937. J. L. BARR APPARATUS FoR AssIsTiNG STEERING Filed Jan. 1o, 1954 5 sheets-sheet 2 FIG. 5

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` John L. Barr wa/ Y Sept. 14, 1937. J. L. BARR APPARATUS FOR ASSISTING STEERING Filed Jan. 1o, 1954 s sheets-sheets John L. Barr Patented Sept. 14, 1937 UNITED STATES PATENT OFFICE 27 Claims.

My invention relates to a device for facilitating the operation of steering wheels of vehicles, for instance, in such operations as parking and unparking vehicles in confined spaces. The device permits the steering wheels to be more readily turned.

It is an object of my invention to provide means for compensating for the lateral, or in other words transverse, displacement of the lift element in parking operations so that there shall be approximately uniform lift as long as the device is in use.

Another object of my invention is to provide a novel type of centering means which tends to center the lift element after lateral movement.

A still further object of the invention is to provide a novel type of centering means which comes into operation at a predetermined point in the longitudinal displacement of the lift element from the vertical position.

Yet other objects of the invention are to pro'- vide safety catch means to prevent possible falling of the element in its raised position and to provide control means operable from the drivers seat to control the safety catch.

Yet another object of the invention is to provide a sturdily constructed device, easily and simply made and which has parts that can be readily repaired and replaced.

With these and other objects in view, which may be incident to my improvements, the invention consists in the parts and combinations to be hereinafter set forth and claimed, with the understanding that the several necessary elements comprising my invention may be varied in construction, proportions and arrangement, without departing from the spirit and scope of the appended claims.

In order to make my invention more clearly understood, I have shown in the accompanying drawings means for carrying the same into practical efect without limiting the improvements in their useful applications to the particular constructions, which, for the purpose of explanation, have been made the subject of illustration.

Fig. l is a perspective View of the front axle and steering mechanism of the car With my mechanism in place;

Fig. 2 is a diagrammatic top plan of the front wheels and front axle of the car showing the movement of the axle of the car with respect to the foot of the device after contact with the roadway;

Fig. 3 is a View in longitudinal section taken through the latch control mechanism mounted on the steering wheel;

Fig. 4 is a rear elevation of the lift mechanism in its raised position;

Fig. 5 is a top plan view of the mechanism shown in Fig. 4;

Fig. 6 is a View taken along line 6--6 of Fig. 4 looking in the direction of the arrows;

Fig. 7 is a rear elevation of the lift device in its lowered position, the position of the parts when transversely displaced from the vertical being indicated by dotted lines;

Fig. 8 is a view taken along line 8 8 of Fig. 7;

Fig. 8a is a detail showing the operation of the centering ears upon displacement of the lift element longitudinally beyond a predetermined position;

Fig. 9 is a view taken along line 9 9 of Fig. 8 looking in the direction of the arrows;

Fig. 10 is a View taken along line III-I0 of Fig.

8 looking in the direction of the arrows;

Fig. 11 is a side elevation of the device in its lowered position;

Fig. 12 is a View taken along lines I 2-I 2 of Fig. 4, looking in the direction of the arrows;

Fig. 13 is a diagram showing an alternative -form of the invention.

Referring to the drawings I have shown the front axle of an automobile I upon which are element 6 in which is screwed a male member 'I i pro-vided with a ball 8 at its end which ts within a socket 9 shown in the conically shaped foot element Ill. A holding plate II holds the ball in the socket formed in the foot IIJ. A lock nut I3 is adapted to hold compression element 6 and the male member 'I in xed relationship after adjustment is made toI give a satisfactory length to the lift mechanism for the particular car to which the mechanism is adjusted.

At the top of compression element 6 is attached r a bifurcated stirrup member I4 which may be aiilxed by a pin I5 to the top of the member 6. Shoulder I6 and the pin I5 hold the member firmly in place.

Through the bifurcated arms I'I of the stirrup member III passes a pivot pin I8 on which is pivoted a support I9 which may be keyed to the pivot I8 by means of keys 2|. Support I9 is formed with bifurcated arms 22 which have slots or links 23 in their ends. The slot or link structures 23 fit over a pivot member 2G. The pvot member 24 is provided with a collar 25 and an extension 26. The extension 265 is provided with an outermost portion of reduced diameter 2`I over which ts a holding plate 28 provided with support arms 29. There is a screw member 3l which holds the plate 28 in place. The flange portion 25 prevents movement of the pivot 24 into the slot 23 but permits the arm 22 to slide over the pivot 24. Pivot M is provided with a screw threaded recess 32 in its other end. There is a holding washer' 33 against which lies a plate 34 similar to plate 28 provided also with support arms 35 corresponding to support arms 23. There is a screw 36 which holds the ensemble together and iits within screw threaded aperture 32 in the pivot 24. As will be seen from Fig. 8, pivot member 2d can slide in the slot or link portions 23 of the arms 22 but will not slip vthrough the links 23 laterally. The pivot 24 is held firmly in place within a cam plate 3l by means of a pin 38.

'Ihere is provided a pivot 39 which is affixed by means of a holding pin 6I to the member I9. This pivot 39 carries a roller l2 which is adapted to lie against the lower surface of the cam plate 3l.

Pivoted on the pivot IB are centering ears 44 each of which is provided with a spring engaging member 35. Springs 4t each have one end engaging the supports 29 on the member 28 and spring engaging member l5 on the ear M on one side and on the other side there are two corresponding springs "it which engage at their lower end spring engaging member i5 on the pivoted centering ear M and at the upper ends the springs engage supports 35 corresponding to the supports 29. 'I'hese springs serve a dual function. They tend to hold the support I2 in the position shown in Fig. when the lift element is in its lowered position by reason of the force they exert which causes the roller 42 to seek the position in the center of a cam surface 4l formed on the bottom of the cam member 3l. The other function which the springs i6 perform is to hold the pivoted centering ears 46 in the position shown in Fig. 8. Should the compression element B swing to such an extreme position in its front or back motion as to permit surfaces 48 on the stirrup shaped member Ifl to engage the ends I9 of the centering ears 44, then the springs which control the par ticular centering ear 44 by exerting a pressure thereon, tend to bring compression element 6 back mor-e nearly into the vertical position.

It is to be noted that the springs thus continually tend to center the device from transverse displacement and, as a separate function, tend to center the compression elem-ent into a more nearly vertical position when it is longitudinally displaced beyond a certain angular position.

The practical effect of this latter action is to bring an initial pressure to bear on the foot or ground-engaging member, in addition to the pressure du-e to its own weight, whereby it more effectively grips the road-bed when brought into action. This minimizes slippage of the ground engaging foot when the car is driven insuch a direction as to be lifted by the liftdevice.

It is to be noted from Fig. '7 that the cam-surface Q'I is so related to the normal length of the element is laterally displaced, as indicated by dotted lines, yet the lift which will be given to that portion of the vehicle to which the device is attached will be substantially constant. This is of considerable importance since often the compression element 6 and the members I4 and I9 are. transversely displaced from that position in which they are when the foot I0, during the use of this device, comes into engagement with the roadway, and when the vehicle is either backed or moved forward to raise that portion of the vehicle upon which the device is carried, the device,

unless constructed to provide for this, would not I' be suiflcient for the purpose intended.

The desirability of this provision will become apparent by reference to the diagram shown in Figure 2. It is assumed that the vehicle has been backed in the direction indicated by the arrow, the wheels 2 being cramped to an extreme position in relation to the axle I, as shown, as the necessities of parking conditions sometimes require. Due to the action of the lateral centering means which the present invention incorporates, the foot I0 occupies a position directly in front of the axle, that is, the axis of the compression element is at an angle of 90 with the axis of the front axle, and passes through the upper pivot p of the compression element, as shown. Assume now that it is desired to release part of the weight on the front wheels by means of the lift device, so that the. wheels may be readily turned. The car is driven forward to the position shown in dot-dash lines, until the greatest vertical lift is achieved.

In this new position of the car, the center of the foot I0 (which last has remained in its original position with reference to the ground) occupies a point substantially in a vertical plane extending parallel to the axis of the iront axle and passing through the upper pivoting point p of the compression element. During the action of lifting the car, the pivoting point p of the compression element has, however, been displaced laterally through a distance D from its original position in relation to the foot IIJ which has remained stationary. If the compression element 6 were pivoted at its upper end for simple universal swinging movement, the loss of height following from this lateral displacement would nullify the gain of height due to the intended motion of the pivoting point p of the compression element toward a position over the foot II).

Due to the compensating action of the cam surface 41 and cooperating parts forming part of the present invention, however, the loss of height due to lateral displacement is cancelled, and the identical lift that would be had by driving forward to a point where the center of foot I is directly under the pivoting point p is secured. This compensating action may be readily visualized by assuming that the axle I, in Fig. 7, is moved to the left or right along its axis so that the compression element is successively at the three `angles of inclination shown. It is apparent that the axle remains at the same height in the three cases. It may be remarked that the displacement distance D on either side of the longitudinal axis of the vehicle is with any given vehicle a maximum for a given length of compression element and a given maximum angle of cramp of the front wheels. The span of the cam surface LII is made sufficiently great so that the compensation above described takes place over this entire range of displacement.

The purpose of the lift is to enable either one compression element that when the compressionor both steering wheels to have the weight upon them relieved suciently to permit the steering wheels to be turned without undue effort on the part of the operator.

By reason of the cam surface lll the compression element can be laterally or transversely displaced a considerable distance from that in which it is at the time the foot il), in each operation of this device, rst contacts the roadway, and yet the forward or backward movement ofthe car will give a substantially constant lift within certain limitations of construction. This feature greatly increases the uniform functioningv of the device under various operating conditions.

As is apparent from the drawings the whole device is carried by cam plate 3l which is formed with an extension i. The extension 5i is provided with sloped top and bottom walls '52, see Fig. 6, which fit within sloped walls 53 of a holding bracket 5d. The holding bracket 54 is sturdily constructed with a bracing web 55 and a top plate 5E. U-bolts 5l pass over the front axle l and through the top plate 5t and hold the support 543 firmly in position. The support 54 and extension 5i of the cam plate 3l are bolted together by means of bolts 58.

In operation the device is lowered and is so adjusted that in driving the car either backward or forward over the device, sufficient lift will be given to enable the steering wheels to be readily turned.

In order to raise the compression element 6 I have provided a holding ring 6B to which is firmly attached as indicated at Si, a Bowden wire 62. The Bowden wire '52 is adapted to pass upward and through apertured holding nuts 63 which hold the sheath 6ft for the Bowden wire. The apertured holding nuts clamp through a support member 65. Details of the construction are not shown as such are well known in the art. Support $5 is bolted by means of a U-bolt 66 provided with nuts Si to the front axle i of the car, see Fig. 12.

The Bowden wire passes through its sheath Bil to a ring 53 which can be lowered as shown in Fig. 1 or raised and passed over a holding hook to as indicated in Fig. 1. When the ring 68 is in its lowered position as shown in Fig. 1 the compression element can be lowered as shown in Fig. 1. When the ring is moved to raised position over holding hook 69 compression element S is raised sideways and upward as indicated in Fig. 4, which it occupies behind the front axle. It is to be noted that very little of the clearance of the front axle is lost when the device is in raised position as indicated in Fig. 4, and it is readily apparent that, given a suitably constructed vehicle, the entire device could be so constructed as to leave 100 per cent clearance of the roadway.

In order to provide a safety catch means which will prevent the compression element from falling into lowered position upon failure of the operating mechanism just described, I have provided a U-shaped latch member 'Fil which is pivoted at ll on a support l2 formed on support S5. This U-shaped latch member is provided with operating arm 'i3 to which is attached at 14 a Bowden wire construction 'l5 which passes through perforated clamping nut 'i6 attached to the support 65. A tension spring 13 holds the latch 'it in locking position. 'I'he clamping nut 76 supports in the customary manner sheath 'il for the Bowden wire. 'I'he sheath Tl is fastened by means of a nut 18 to a cylinder head'construction 'i8 held by means of a strap B0 to the steering post' 3. The cylinder head 'l is provided with a central aperture through which passes Bowden wire 15. The Bowden wire f5 then passes through a piston head 8l which may be formed through the piston 82 where it is rmly attached to the piston construction bymeans of a screw 83. The screw 83 holds a head 84 which carries a ring 85. 'I'he piston head 3| slides in a cylinder 86 which is s-crew threaded at 8l to cylinder head 19. Cylinder 8 is provided with a head which may be integrally formed which head I have indicated at 88. The construction is such that the ring 85 can be pulled by the hand of the operator of the car, the pull on the Bowden wire 75 which pulls downwardly on arm 73, removing the U-shaped latch from its obstructing position directly under element 6. There is a spring Si) which bears against cylinder head 88 and piston head 8| and which urges the parts in the position shown in Fig. 3. It is against the tension of this spring 9i) that the Bowden wire l5 is operated to remove U-shaped latch 'l0 into the position shown in dotted lines in 12, which will permit the compression element to fall. This latch means, just described, should be operated to release the compression element 6 when it is desired to operate the lift mechanism.

When the ring 85 is released, spring 9@ will bring the parts back into the position shown in full lines in Fig. 12 and when the compression element is raised by reason of contact with sloped surfaces 9| on the U-shaped latch lo, this latch will be moved to the side and permit the compression element 6 to pass into the position indicated in Fig. 12. The latch l@ will be displaced laterally as indicated by dotted lines to permit this operation to occur.

In order to provide anti-rattle mechanism I have shown the support 85 extended into bifurcated spring arms 92, see Fig. 11, and Fig. 4, which normally bear against the upper surface of the foot piece I l] and hold the parts in antirattle position. The spring arms 92 will give against the tension of the Bowden wire 62 so that when the ring 68 is passed over the catch 69 the parts will be held firmly and resiliently so as to prevent undue motion and noise during travel of the car.

In operation, the ring 85 (Fig. l) of the latch releasing mechanism is retracted, drawing the latch 1!) into the open position shown in dot-dash lines in Fig. 12. T'he ring e8 of the compression element elevating and lowering mechanism is now removed from the hook t8 and the foot is lowered to the roadway. As the car is moved forwardly or backwardly, the compression element 6 through stirrup member le pivots on the axis i8, and as the angle formed with axle l is decreased in this operation, frictional engagement of the foot with the roadway operates to pull the compression element into a more nearly central position in back of pin 2d. This action proceeds very rapidly, especially so after roller 42 has passed point 94 on the cam face when the lateral centering mechanism operates, and as a result the compression element is quickly centered laterally. Before the compression element 6 and stirrup lll have hinged sufliciently fore or aft, (depending upon front or back movement of the vehicle) to allow lateral centering to become complete, there is engagement of surface 48 by the end 49 of one of the centering levers 44 as shown in Fig. 8, compression element 6 being put under a definite gripping pressure as it assumes a position of use for lifting. It will be noted that the fact that the compression element is not engaged by these levers 44 until it has moved a substantial distance forwardly or backwardly of the central position facilitates the initial longitudinal bending and lateral centering action.

In Fig. 13 is shown an alternative form of the invention, wherein the working face |03 of the cam i3? in the sector extending from point |04 to point 95, is so shaped that the distance from it to pin l 24 (which in the form of theinvention already described is constant, this segment being an arc of a circle having its center at I 24) in this case gradually increases, as shown. The roller i122, being forcibly pressed against this surface H13 by the action of the tensioning springs MB, causes a downwardly directed force to act on the compression element and associated parts, thus forcing the compression element from its elevated position to a position where the foot is in contact with the roadway, when the lifting ring 6B is released from the hook G9. After the foot'has reached the ground and the vehicle has been moved, the roller or cam followers 42 will have entered upon the cam surface M1, and an inwardly directed centering force will act on the compression element. A substantial pressure is thus brought upon the foot lil, insuring a fore or aft gripping action on the pavement in addition to the gripping action secured by reason of its own weight and the weight of associated parts, as well as that produced by the operation of the lateral centering mechanism.

The compression element may, when approximately centered7 carry out its lifting function in the normal way, as described heretofore. To draw it into inoperative position the ring (it, Fig. 1, is pulled toward the hook 69, the ring being secured over the hooked catch 68. This is preferably done while the car is in motion, to facilitate disengagement of the foot I0 from the roadway. During the operation of lifting the compression element the leg 6 engages the inclined surface 8l of the latch lil, pushing the latter aside to allow passage of the leg, the latch then swinging back into locking or obstructing position.

While I have shown and d-escribed the preferred embodiment of my invention, I wish it to be understood that I do not conne myself to the precise details of construction herein set forth, by way of illustration, as it is apparent that many changes and variations may be made therein, by those skilled in the art, without departing from the spirit of the invention, or exceeding the scope of the appended claims.

I claim:

1. In a device of the character described for a vehicle, a lift elem-ent supported by the vehicle and adapted to have both a longitudinal and a transverse movement, and means cooperating with said element substantially preventing loss in eifective length of the element when it shall become transversely displaced in its point of initial contact with the roadway.

2. In a device of the character described for a vehicle, a lift element supported by the vehicle and adapted to have both a longitudinal and a transverse movement, and a cam cooperating with the element to substantially inhibit loss in effective length of the element when it shall become transversely displaced in its initial point of contact with the roadway.

3. In a device of the character described for a vehicle, a lift element supported by the vehicle and adapted to have both a longitudinal and a transverse movement, a roller carried by the element and a cam with which the roller contacts to substantially inhibit loss in effective length of the element when it shall become transversely displaced in its initial point of contact with the roadway.

4. In a device of the character described for a vehicle, a lift element supported by the vehicle and adapted to have both a longitudinal and a transverse movement, a link carried by the element at its end, a pivot tting within the link, said link permitting pivoting and also movement of the element toward and away from the pivot, and means substantially preventing loss in effective length of the element when transversely displaced.

5. In a device of the character described for a vehicle, a lift element supported by the vehicle and adapted to have both a longitudinal and a transverse movement, a link carried by the element at its end, a pivot fitting within the link, said link permitting pivoting and also movement of the element toward and away from the pivot, and a cam operating with the element to substantially inhibit loss in effective length of the element when it shall become transversely displaced at its initial point of contact with the roadway.

6. In a device of the character described for a vehicle, a lift element supported by the vehicle and adapted to have both a longitudinal and a transverse movement, a link carried by the element at its end, a pivot fitting within the link, said link permitting pivoting and also movement of the element toward and away from the pivot, a roller carried by the element and a cam cooperating with the roller to substantially inhibit loss in effective length of the element when it shall become transversely displaced at its initial point of contact with the roadway.

'7. In a device of the character described for a vehicle, a lift element supported by the vehicle and adapted to have both a longitudinal and transverse movement, a roller carried by the element, a cam cooperating with the element substantially preventing loss in effective length of the element when transversely displaced and spring means 'tensioning the roller against the cam and tending to overcome the transverse displacement.

8. In a device of the character described for a vehicle, a lift element supported by the vehicle and adapted to have both a longitudinal and transverse movement, a link carried by the element, a pivot fitting within the link, a roller carried by the element, a cam with which the roller contacts to substantially prevent loss in effective length of the elements when transversely displaced and spring means tensioning the roller against the cam and tending to overcome transverse displacement of the element.

9. In a device of the character described for a vehicle, a lift element movably supported on the vehicle, Bowden wire means to raise and lower the element, latching means to hold the element in its raised position, a second Bowden wire to operate the latching means so mounted as to allow play without binding, and spring means tending to move the wire into latching position, said Bowden wires being operatively unconnected.

l0. In a device of the character described for a vehicle, a lift element movably supported on the vehicle, latching means having a supporting loop fitting under the element to hold the element in its raised position, a Bowden wire to operate the latching means so mounted as to allow play without binding, a handle for the wire,a plunger,

` a cylinder in which the plunger moves and means to hold the plunger in spring pressed relation so that the wire shall be in latching position.

11. In a device of the character described for a vehicle, a lift element movably supported on the vehicle, Bowden wire means to raise and lower the element, latching means to hold the element in raised position,l a second Bowden wire to operate the latching means so mounted as to allow play without binding, a handle for the wire, a plunger having a head thereon, a cylinder in which the plunger moves and a helical spring surrounding the plunger and bearing against the plunger head to tension the latching means in locked position, said Bowden wires being operatively unconnected.

l2. In a device of the character described for a vehicle, an elongated lift element pivoted on the vehicle, a U-shaped latch fitting under the element adapted to engage the element and hold it in its raised position, and means to pivot the latch to release the element, and separate iiexible means to raise and lower the compression element, said two means being operatively unconnected.

13. In a device of the character described for a vehicle, an elongated lift element pivoted on the vehicle, a U-shaped latch fitting under the element adapted to engage the element and hold it in raised position, means operable from the drivers seat to pivot the latch to release the element, and flexible means operative from the drivers seat to raise and lower the compression element, said two means being operatively unconnected.

14. In a device of the character described for a vehicle, a lift element, a U-shaped latch fitting under the element adapted to engage the element and hold it in its raised position, a Bowden wire to pivot the latch, means to operate the Bowden wire from the drivers seat, spring means tending to move the wire into its latching position, and other Bowden wire means to raise and lower the compression element, said Bowden wires being operatively unconnected.

15. In a device of the character described for a vehicle, a lift element pivoted on the vehicle, cross-pivoted centering ears and spring means to bring each of the ears into operation only upon displacement from the vertical of the lift element beyond a certain determined position.

16. In a device of the character described for a vehicle, a lift element mbvably supported on the vehicle and adapted to have both longitudinal and transverse movement on its support means substantially preventing loss in effective length of the element when transversely displaced, and means tending to bring the element back toward the vertical when it has been displaced longitudinally beyond a defined position in either direction.

1'7. In a device of the character described for a vehicle, a lift element supported by the vehicle and adapted to have both a longitudinal and transverse movement, means substantially preventing loss in effective length of the element when transversely displaced, and means tending to bring the element back toward the vertical when displaced transversely.

18. In a device of theV character described for a vehicle, a lift element supported by the vehicle and adapted to have both a longitudinal and transverse movement, means substantially pre-k venting loss in effectiveV length of the element when transversely displaced, means tending to bring the element back toward the vertical when displaced transversely, and means tending also to bring the element back toward the vertical when it has been displaced longitudinally beyond a defined position.

19. In a device of the character described for a vehicle, a lift element supported by the vehicle and upon which the vehicle is adapted to be raised by movement of the vehicle itself in either a backward cr forward direction and means to raise the lift element into an inoperative position with its longitudinal axis substantially at right angles to the longitudinal axis of the vehicle.

20. In a device of the character 'described for a vehicle, a lift element supported by the vehicle and upon which the vehicle is adapted to be raised by movement of the vehicle itself in either a backward or forward direction and means to raise the lift element into inoperative position substantially paralleling the front axle of the vehicle.

21. In a device of the character described for a Vehicle, a lift element supported by the vehicle and upon which the vehicle is adapted to be raised by movement of the vehicle itself, means permitting pivoting of the lift element in two planes, and means to raise the lift element into inoperative position substantially paralleling the front axle of the vehicle.

22. In a device of the character described, a lifting element mounted on a vehicle and pivoted for movement laterally to the longitudinal axis of the vehicle, and a cam cooperating with said element to increase the radial length of said lifting element when displaced laterally away from its medial position.

23. In a device of the character described, a lifting element mounted on a vehicle and adapted to assume diiTerent angles of inclination about axis substantially coincident with and transverse to the longitudinal axis` of the vehicle and a cam. cooperating with said element to increase the length of said lifting element as its angle of inclination increases, and to decrease the length of said lifting element as its angle of inclination decreases.

24. In a device of the character described, a lifting element mounted on a vehicle for sidewise movement, and a cam cooperating with said element to maintain the effective length of the lifting element when the vehicle at the place of mounting of the device is moved sidewise with respect toa determined place of contact of the device with the roadway.

25. In a device of the character described, a lifting element mounted on a vehicle, a cam. on said vehicle, a cam follower on said lifting element, and means to allow sliding movement of said lifting element whereby the length of said lifting elementis increased as its angle of inclination increases and is decreased as its angle of inclination decreases.

26. In a device of the character described, a lifting element movably supported on the vehicle, lifting means operative from a distance to lift said element into inoperative position, a catch to prevent lowering of said element, and means operativev from a distance independently of said first operative means, to remove said catch to allow movement of said element into operative in the direction of the longitudinal axis thereof,

position. and means to raise the lift elem-ent intov inopera- 2'7. In a device of the character described for tive position substantially at right angles to the a vehicle, a lift element supported by the vehicle longitudinalA axis of the vehicle.

and upon which the vehicle is adapted to be raised by movement of the vehicle substantially JOHN LESTER BARR. 

